Combined gas and oil engine



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T. SHAW.

COMBINED GAS'AND OILENGINB.

Palzented Aug. 9, 1.887.

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(No Model.)

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T. SHAW.

,l COMBINED GAS AND OIL ENGINE. No. 367,937. QJ! .Patented Aug. 9, 1887.

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COMBINED GAS AND OIL ENGINE. n No. 367,937. Patented Aug, 9, 1887,

WJTNESSES.- IN1/EN TOR y UNITED A S'TAFIES,-

PATENT OFFICE.

THOMAS SHAW, oFrHILAnnLrHIm PENNSYLVANIA, i

COMBINED GAS AND ou. ENGINE.

SPECIFICATIQN forming part of Letters Patent No. 367,937, dated August 9, 1887.

Application meMareh 1s, 18er, serial No. asista (No model.)

To all whom, it may concern.-

Be it known that LTHQMAS SHAW, of the city and county of Philadelphia, Pennsylvania, have invented a new and Improved Oombination of Gas and Oil Engines; and ,I hereby declare the following to/be a full, clear, and exact description of the same, reference being had to the accompanying drawings, and to th letters of reference marked thereon.

My invention consists "in theY within-described apparatus for supplying heavy hydrocarbon fluids to the air-passage of gas-engines.

The object of the invention is to cheapen the running cost of gas-engines by the use of hydrocarbon fluids supplied to the air-passage in the manner hereinafter explained, enabling the use of heavy or unreflued fluids acceptable to insurance companies, and which can' be procured at low cost.

In order to enable others to use and practice my invention, I will proceed to describe its construction and operation. A

On reference to the accompanying drawings, which form part of the Specification, Figure 1 represents an end view, in part section, of the apparatus as operated in connection with the Otto gas-engine, and Fig. 2 aside view of the same; Fig. 3, a vertical section through center of air-valves, and Figs. 4 and 5 a side and end view ofchanges in camsleeve of the Otto gas-engine.

Similar letters refer to similar parts, of which a, Fig.. l, is the rear end of gas-engine cylinder of the said Otto class provided with the usual sliding valve, b, actuated by pitman- Y arm c from crank-pin a' of rotating valve-axle e The said Otto gas-engine is shown in part section, sufficient' for the description of the new combined apparatus, which is connected directly with' the exhaust-pipe f and the airfeed pipe d, as shown in Fig. 2. The exhaustpipe f, Fig. 1, enters one side of a castiron cylinder, r, which contains an inner cylinder, s, of dimensions small enough to permit an annular passage-way for the exhaust (shown between Said cylinders) to the exit-pipe g, causing the exhaust to impart heat to the lcylinder s and contents. The said cylinders r and sare provided with flanges on the upper end and a metal capfplate, x, all firmly bolted together by bolts. (Shown.) The air-feed pipe d of engine receives its air from within the chamber s at w and from the inlet-passage c', Fig. 3, controlled in the manner hereinafter explained.

The chamber s is filled with hydrocarbon fluid, u, in portion shown by dotted lines, and is provided with an atomizer, '0, the fluid-tube o of which extends to bottom portion of fluid and theairipressuretube p, which actuates the atomizer, receivesits impulse of air from aSingleiacting`air-pump, y. Said pump conysists, of an ordinary single-acting 'air-pressure pump provided with ordinary valves. The pump is secured to the door in line beneath crank-pino.` of valve-axle e', and the pitmanrod @(Shown in section) is connected at its upper end by ordinary journal with crank-pin a, and at its lowenend is pivoted by ordinary balljoint with Iplunger in pump The regu lar rotative motion of crank-pin a is thus caused to operate the air-pump y, which supplies regular impulses of air to the said atom- .izer c, all forihe purpose hereinafter explained.

Fig. 3 represents a combined safety or regulating valve to' prevent the engine from running off when all the gas-Supply is cut off from the engine. The Said valves consist of a plain fiat valve, d', (shown in position of closing the passage d,) through which vapor is led from chamber w, and opening to passages c of the outer air, while a similar valve, z', connected with the air-pipe p, closes the passage against entrance to said atomzer and opens in aper tures Z to the outer air. The valvestems of Said valves are connected to crosshead n in the manner shown, and is provided with Spring m, to cause said valves to assume the normal or outward position, for the purpose hereinafter explained.

The cross-head n is provided with a projecting pin, i, to be actuated by lever h, which lever Swings on ashort axle injournal b. The inner end of said axle is providedI with a lever, y', that has a small friction-wheel on its outer end to cause it to ride up the cam-.groove f', Figs. 4 and 5, and thus cause lever h to compress and close the Said air-valves d and z to the position before described, for the pur IOO pose hereinafter explained. rlhe said cam-' ernor in the usual manner, and it is only when at the extreme of its stroke, actuated by highest speed of engine, when said crank-groove f is caused to act as before described.

An ordinary tube, t, secured to top plate, a, and open at its bottom end, enables the application of a cork float in said tube, with projcctiug wire to show depth of contained fluid a. Ordinary tubes, x,of diameter sufficient to equal area of tube d, are secured to plate a", with open tops, permitting a downward eurrent of air in chamber w. Said tubes x are closed at the bottom end and provided with numerous apertures on the sides of said tube, to equal area of tube, and the air entering said chamber w is diffused through the said apparatus, for the purpose hereinafter explained.

rlhe engine is operated with the improved apparatus iu this wise: Gas is fed to the engine in the regular way to the entrancevalve located at c. The heavy hydrocarbon duid a is placed, as shown, in cylinder s, through ordinary plugged aperture in cap Then the engine is cold at starting, it will for a few strokes receive its power almost entirely from the gas in the ordinary way; but as soon as the parts get warmed up and the pump 3/ run to the regular speed, the impulses of air canse the atomizer to fill the chamber w with hydrocarbon fluid in atomized condition at the proper moment when engine is taking air, causing the inrushing air to become mechanically saturated with the contained oils, thus feeding the said air with nearly the requisite amount of hydrocarbons for explosive effect, .requiring the mininmm of gas to insure the same. The heat utilized from the described exhaust-passages prevents refrigeration and enables the use of high liretest oils. Then atomizer is working in best condition and the oils are heated to the highest point that exhaust is capable of heating, the engine will run entirely from oils without any gas whatever, and the gas is entirely eut off by the regular governor of the Otto engine, and any further increase of speed of engine is checked by the said governor causing the described cam j" to come into play and elevate the lever y', which, through lever 7L on the same axle, deprcsses the pin t' in opposition to spring on, and thus shuts off the atomizer by closing valveeand shuts off the hydrocarbonsaturated air by closing-off valve cl to position shown in Fig. 3, causing pure air to enter ports c, thus preventing explosive charges, and a decease of speed as a consequence. This provisioncauses the engine-governor to control the engine at both the gas and the air inlet passageways.

\Vhen the apparatus is freshly charged with oil and heated to the maximum temperature of exhaust, the inrushing air fed to the engine is largely saturated with the vapors of the oil without the operation of the atomizer until the lighter qualities of the oil have passed off in vapor, in which condition good results have been obtained with atomizer detached by de tachin g the described ai r-pump from the crank pin A'.

lt will he evident that said device can be modified to snit the various classes of gas-engines without any alteration in the result. I therefore do not wish to confine myself to the exact configuration here shown.

I do not in this case claim anything claimed in my application Serial No. 231,239, filed by me March 17, 1887, wherein is shown a construction in some respects similar to that herein shown and described.

That I claim, and desire to secure by Letters Patent, is-

1. The combination, with a gas-engine and a gas-supply pipe, c, of a chamber containing a hydrocarbon, a vapor-passage leading from said chamber to the explosion-cylinder, and a passageway,described, for feeding ai r into said chamber, where it ischarged with vaporized hyd roearbon, and thence by said passage into the explosion-eylimler of the engine, whereby the engine is supplied with both gas and air charged with a vaporized hydrocarbon oil, substantially as described.

2. rlhe combination, with a gas-engine and a gas-supply pipe, c, of a chamber containing a hydrocarbon oil, a passage leading from the chamber to the explosion-cylinder of the engine, mechanism for forcing air through said chamber, whereby it becomes charged with hydrocarbon vapor, and thence into the explosion-cylinder, and a governor which automatically cuts off the gas-suppl y as the speed of the engine increases, the latter being fed by the vaporized hydrocarbon, substantially as described.

3. The combination, with a gas-engine and a gas-suppl y pipe, e, of a chamber containing a hydrocarbon oil, a passage-way leading from the chamber to the explosion-cylinder of the engine, mechanism for forein g air through said chamber and into the explosion-cylinder, a cut-off in the gas-supply pipe operated as the engine attains a determined speed, and auother cut-off, which shuts off the hydrocarboncharged air as the engine attains a greater determined speed, substantially as described.

4. The combination, with a gas-engine and a gas-supply pipe, e, of a chamber containing a hydrocarbon oil, a conductor for leading the exhaust products from the explosion-cylinder to heat said oil, a passage-way leading from the chamber to the explosion-cylinder, mechanism for forcing air through said chamber, where it is charged with vaporized hydrocarbon and thence into the explosiolrcylinder, and a governor which automatically cuts off the gas as the oil becomes heated, substantially as described.

5. The combination, with a gas-engine, of a chamber eontaininga hydrocarbon oil, an airforcing mechanism which discharges a current of air into said chamber, whereby it becomes charged with hydrocarbon vapor, a passage for conducting such hydrocarbon-charged air to ICO II l

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the explosion-cylinder, and cut-off mechanisms operated by the engine, when it attains a de.- termined Speed, for simultaneously restricting the passage from the chamber to the explosioncylinder, and the admission-air passage to the chamber, substantially as described.

6. The combination, with'a gas-engine, of a chamber wherein airis mixed with a hydrocarbon vapor, a pipe, d, leading therefrom'to the explosion-cylinder of the engine, an airforcing mechanism, a pipe, p, leading therefrom to said chamber, valves dand z', operated by the engine to respectively close pipes d and p ontheir sides-toward said chamber, and apertures cand Z in pipes d and p, respectively, and opened by valves d and z' when they 

